WO2015087499A1 - Electronic device - Google Patents

Abstract

This electronic device (1) is mounted on a vehicle (3) and is equipped with a measurement unit (10, S230, S330, S430, S630) and an estimation unit (10, S110, S510, S240-S260, S340-S360, S440-S460, S640-S660). The measurement unit measures, on the basis of acceleration values detected by acceleration sensors (31, 33) that detect acceleration of the vehicle, an amount of displacement of a vehicle occupant in the cabin caused by a collision of the vehicle. The estimation unit estimates, on the basis of the displacement amount measured by the measurement unit, the occurrence time of an event in which an impact will be exerted on the vehicle occupant as the vehicle occupant comes into contact with an in-cabin object.

Description

Electronics Cross-reference of related applications

This disclosure is based on Japanese Patent Application No. 2013-254218 filed on December 9, 2013, the contents of which are incorporated herein by reference.

This disclosure relates to an electronic device mounted on a vehicle.

Conventionally, as an electronic device mounted on a vehicle, a drive recorder that stores the traveling state of the vehicle is known to help identify the cause of the accident. The drive recorder stores a group of images (or moving images) taken before and after the time when the detected value of the acceleration by the acceleration sensor that detects the acceleration of the vehicle exceeds a threshold value for a certain time. What to do is known. It is also known that a photographing operation is performed for a predetermined time on the condition that the detected acceleration value exceeds a threshold value for a predetermined time, and this photographed image group is stored (for example, see Patent Document 1).

JP 2013-164869 A

By the way, there is a possibility that the image taken by the camera at the time of the accident can be used for rescue, lifesaving and treatment of the vehicle occupant. For example, an appropriate treatment method for a vehicle occupant varies depending on the influence of an impact at the time of an accident on the body of the vehicle occupant. Therefore, if the situation of the vehicle occupant can be photographed and the photographed image can be displayed or analyzed, an appropriate treatment method can be selected.

However, according to the conventional technique, on the condition that the detected value of acceleration exceeds the threshold value, the image group around the time when the condition is satisfied is stored. The change in acceleration detected by the acceleration sensor is caused by the behavior of the vehicle. In other words, there is a time difference between the time when the detected value of acceleration changes and the time when the vehicle occupant contacts the installation in the vehicle interior.

Therefore, the method of recording an image group as in the prior art can only record the image group at the moment when the vehicle collides, and cannot properly record the image at the moment when the vehicle occupant contacts the installation in the vehicle interior. . In addition, in the method of performing a photographing operation for a long time after the acceleration detection value becomes equal to or greater than the threshold value, not only the amount of data of the image group to be recorded increases, but also the rescue, lifesaving and treatment from the recorded image group. It may take time to find useful images.

There are cases where there is no room for checking or analyzing captured images over a long period of time for the rescue and lifesaving of vehicle occupants. Therefore, redundant recording is not preferable. Further, if the data amount of the image group to be recorded increases, the processing time required for reading and transferring data becomes longer.

Thus, according to the prior art, because the moment when the vehicle occupant contacts the installation in the passenger compartment is unknown, the image at the time of the accident is recorded advantageously for lifesaving and treatment for the vehicle occupant. Cannot be displayed, displayed, or output.

In addition, according to the prior art, when the detected acceleration value exceeds a threshold value, the airbag is activated. However, with this technique, there is a possibility that the airbag cannot be activated at an appropriate timing, and there is a possibility that the vehicle occupant cannot be sufficiently protected.

The present disclosure has been made in view of these problems, and provides an electronic device suitable for estimating the occurrence time of an event in which a vehicle occupant contacts an installation in a vehicle cabin and an impact is applied to the vehicle occupant. Objective.

An electronic device according to an aspect of the present disclosure is an electronic device mounted on a vehicle, and includes a measurement unit and an estimation unit. The measuring unit measures a displacement amount of a vehicle occupant in a passenger compartment caused by a collision of the vehicle based on a detected value of the acceleration by an acceleration sensor that detects an acceleration of the vehicle. The estimation unit estimates an occurrence time of an event in which the vehicle occupant contacts an installation in the vehicle interior and an impact is applied to the vehicle occupant based on the displacement amount measured by the measurement unit.

The electronic device measures the displacement amount of the vehicle occupant using the detection value of the acceleration sensor, and estimates the time based on the displacement amount. In other words, the electronic device can appropriately estimate the time without providing a sensor specialized for detection of the occurrence time of the event or performing complicated image analysis. The acceleration sensor is often mounted on the vehicle. Otherwise, the electronic device can be provided with the acceleration sensor at a low cost. Therefore, the electronic device is suitable for estimating the occurrence time of the event in which the vehicle occupant contacts an installation in the vehicle compartment and an impact is applied to the vehicle occupant.

The above and other objects, configurations, and advantages of the present disclosure will become more apparent from the following detailed description with reference to the following drawings. In the drawing
FIG. 1 is a block diagram illustrating a configuration of an in-vehicle system according to an embodiment of the present disclosure. FIG. 2 is a diagram illustrating the configuration of the position table. FIG. 3 is a view showing the relative positions of the handle and the front windshield from the standard seating position. FIG. 4 is a diagram showing the displacement until the neck bends to the maximum. FIG. 5 is a diagram showing the displacement until the neck extends to the maximum. FIG. 6 is a flowchart showing the before-and-after estimation process executed by the control unit. FIG. 7 is a diagram illustrating correction based on the seating position. FIG. 8 is a flowchart showing the front collision estimation process executed by the control unit. FIG. 9 is a flowchart showing a rear-end collision estimation process executed by the control unit. FIG. 10 is a flowchart showing the left-right estimation process executed by the control unit. FIG. 11 is a flowchart showing the left side collision estimation process executed by the control unit. FIG. 12 is a flowchart showing a recording control process executed by the control unit. FIG. 13 is a graph showing recording timing of image data. FIG. 14 is a flowchart showing a transmission control process executed by the control unit. FIG. 15 is a flowchart showing an update control process executed by the control unit. FIG. 16 is a flowchart showing display control processing executed by the control unit. FIG. 17 is a block diagram illustrating a configuration of an in-vehicle system according to a modification. FIG. 18 is a flowchart showing an airbag control process executed by a control unit provided in a vehicle-mounted system according to a modification.

Hereinafter, an embodiment of the present disclosure will be described with reference to the drawings. An in-vehicle system 1 that is an electronic device of the present embodiment is mounted on a vehicle 3 such as a two-wheel / four-wheel vehicle. As shown in FIG. 1, the in-vehicle system 1 includes a control unit 10, a storage unit 20, a first acceleration sensor 31, a second acceleration sensor 33, a vehicle speed sensor 35, a seating position sensor 37, and a biological signal sensor. 39, a GPS receiver 41, a communication unit 43, a camera 45, a speaker 47, and a display 49.

The control unit 10 includes a CPU 11, a ROM 13, and a RAM 15. The ROM 13 stores various programs. The CPU 11 executes processing according to various programs. The RAM 15 is used as a working memory when the CPU 11 executes processing. In the following, for the sake of simplicity, the processing executed by the CPU 11 (the processing shown in FIGS. 6, 8 to 12, 14 to 17, etc.) will be described with the control unit 10 as the operating subject.

The storage unit 20 includes a hard disk device or a nonvolatile memory such as a flash memory that can be electrically rewritten. The storage unit 20 stores data used in processing executed by the control unit 10 and data generated by the control unit 10.

The first acceleration sensor 31 is a sensor that detects acceleration generated in the front-rear direction of the vehicle 3. In this specification, the acceleration detected by the first acceleration sensor 31 is represented by Gx, the forward acceleration of the vehicle 3 is represented by a positive value, and the deceleration (rearward acceleration) is represented by a negative value. On the other hand, the second acceleration sensor 33 is a sensor that detects acceleration generated in the left-right direction of the vehicle 3. In the present specification, the acceleration detected by the second acceleration sensor 33 is represented by a variable Gy, the acceleration in the left direction of the vehicle 3 is represented by a positive value, and the deceleration (acceleration in the right direction) is represented by a negative value.

The detected value of the acceleration Gx by the first acceleration sensor 31 and the detected value of the acceleration Gy by the second acceleration sensor 33 are input to the control unit 10. The vehicle speed sensor 35 is a sensor that detects the traveling speed V of the vehicle 3. The detected value of the traveling speed V by the vehicle speed sensor 35 is input to the control unit 10.

The seating position sensor 37 is a sensor that is provided in the driver's seat and detects the seating position of the vehicle occupant (driver). The seating position sensor 37 detects a deviation Sp of the actual seating position from the seating position when the vehicle occupant is seated at the back of the seat (backrest side). The detected deviation Sp is input to the control unit 10. Hereinafter, the seating position (sitting position where the deviation Sp is zero) when the vehicle occupant is seated at the back of the seat is expressed as “standard seating position”.

The biological signal sensor 39 detects the presence / absence of a vehicle occupant and the pulse rate. Detection values of the presence or absence of breathing and the pulse rate by the biological signal sensor 39 are input to the control unit 10. In addition, the GPS receiver 41 receives satellite radio waves from GPS satellites, and detects the position coordinates (latitude and longitude) of the vehicle 3 based on the received signals. The detected value of the position coordinates by the GPS receiver 41 is input to the control unit 10.

The communication unit 43 realizes communication with an external device (external device) through a wide area network (a mobile phone network or an Internet network). Specifically, the communication unit 43 realizes communication with an external device by transmitting and receiving a radio signal to and from a radio base station (not shown) of the wide area network.

The external devices with which the communication unit 43 communicates include a center device 100 that distributes position table update data, which will be described later, to the in-vehicle system 1, and an institution 200 for rescue, lifesaving, and treatment of vehicle occupants. . Examples of the engine 200 include a command center that issues an ambulance dispatch command and a medical institution such as a hospital. Hereinafter, these organizations 200 are expressed as “related organizations 200”.

The camera 45 is a camera capable of photographing the entire interior of the passenger compartment where the vehicle occupant including the driver is located, and inputs image data representing the photographed image to the control unit 10. For example, the camera 45 is configured to take an image of the passenger compartment at a timing instructed by the control unit 10 and input one piece of image data to the control unit 10. As another example, the camera 45 may be configured to continuously capture a vehicle interior and input image data representing captured images at each time to the control unit 10. A group of image data generated by continuous shooting may be understood as a group of still image data, or may be understood as moving image data composed of a group of still image data.

In addition, the speaker 47 outputs a sound to the vehicle occupant. The display 49 is configured as a liquid crystal display, for example, and displays various information to the vehicle occupant. The display 49 is provided in the center of the dashboard, for example. The display 49 is connected to the control unit 10 through an in-vehicle network and can be shared with other devices such as a navigation device installed in the same in-vehicle network.

In other words, the storage unit 20, the first acceleration sensor 31, the second acceleration sensor 33, the vehicle speed sensor 35, the seating position sensor 37, the biological signal sensor 39, the GPS receiver 41, and the communication unit, which are each component in the in-vehicle system 1. 43, the camera 45, the speaker 47, and the display 49 may be directly connected to the control unit 10 through a dedicated cable, or may be connected through an in-vehicle network.

Subsequently, details of the position table (position information) stored in the storage unit 20 will be described with reference to FIG. The control unit 10 according to the present embodiment calculates the displacement amounts Lx and Ly of the vehicle occupant in the passenger compartment caused by the collision of the vehicle 3 based on the detected values of the accelerations Gx and Gy by the first acceleration sensor 31 and the second acceleration sensor 33. measure. Then, based on the displacement amounts Lx and Ly, the occurrence time of the event that the vehicle occupant contacts the installation in the passenger compartment and the vehicle occupant is subjected to an impact is estimated, and image data representing the captured image of the camera 45 at the estimated occurrence time Is stored in the storage unit 20.

The position table shown in FIG. 2 is used to estimate the occurrence time of such an event. The position table represents the occurrence positions Pxp, Pxm, Pyp, Pym of the above-mentioned event in the vehicle interior as relative positions (distances) to the standard seating position. That is, the values Pxp, Pxm, Pyp, Pym represented by the position table correspond to the displacement amounts Lx, Ly from the standard seating position of the vehicle occupant from when the vehicle 3 collides until the event occurs.

The standard seating position with respect to the front-rear direction indicates the position of the vehicle occupant in a state where the vehicle occupant is sitting to the back of the seat as described above. On the other hand, the standard seating position with respect to the left-right direction represents the position of the vehicle occupant when the vehicle occupant is seated at the center in the left-right direction of the seat. In other words, there are two relative position references for the values Pyp and Pym. The two criteria are the center position of the left seat and the center position of the right seat.

The above relative position takes a positive value in the backward direction from the standard seating position and takes a negative value in the forward direction because the vehicle occupant is displaced rearward in the passenger compartment when the acceleration Gx takes a positive value. Similarly, when the acceleration Gy takes a positive value, the vehicle occupant is displaced in the right direction in the passenger compartment, so that a positive value is taken in the right direction from the standard seating position, and a negative value is taken in the left direction.

Here, the values Pxp and Pxm described in the position table will be described with reference to FIGS. As shown in FIG. 3, the value Pxm [2] described in the position table represents a position where the vehicle occupant comes into contact with the steering wheel and an impact is applied to the vehicle occupant. ). The value Pxm [2] is set to −0.5 m, for example. In this specification, a set of values Pxm [k] (where k is a natural number) is expressed as a value Pxm. The same applies to the values Pxp, Pyp, Pym and positions Dxp, Dxm, Dyp, Dym described later.

As shown in FIG. 3, the value Pxm [3] represents a position where the vehicle occupant contacts the front windshield and an impact is applied to the vehicle occupant, and is a distance (displacement amount Lx) from the standard seating position to the front windshield. Correspond. The value Pxm [3] is set to −1.5 m, for example.

As shown in FIG. 4, the value Pxm [1] indicates that the vehicle occupant is in contact with the seat belt when the vehicle 3 collides, and the vehicle occupant's neck is bent forward to the maximum in a state where the vehicle occupant is restrained by the seat belt. This represents a position where an impact is applied to the occupant's neck and corresponds to the distance (displacement amount Lx) from the standard seating position to the maximum bending position of the neck. The value Pxm [1] is set to −0.3 m, for example.

In addition, as shown in FIG. 5, the value Pxp [1] indicates that the vehicle occupant is in contact with the backrest of the seat at the time of the collision of the vehicle 3 and is restrained by the backrest, so that the vehicle occupant's neck extends rearward to the maximum. This represents a position where an impact is applied to the neck of the vehicle occupant, and corresponds to the distance (displacement amount Lx) from the standard seating position to the maximum extension position of the neck. The value Pxp [1] is set to 0.2 m, for example.

The value Pyp [1] represents a position at which the vehicle occupant seated in the right seat contacts the window (including the door) on the right side of the vehicle and an impact is applied to the vehicle occupant. This corresponds to the distance (displacement amount Ly) to the right window. The value Pyp [1] is set to 0.3 m, for example. On the other hand, the value Pyp [2] represents a position where the vehicle occupant seated in the left seat touches the vehicle right side window and the vehicle occupant is subjected to an impact, and from the standard seating position of the left seat to the vehicle right side window. This corresponds to the distance (displacement amount Ly). The value Pyp [2] is set to 1.0 m, for example.

Similarly, the value Pym [1] represents a position where the vehicle occupant seated in the left seat contacts the window (including the door) on the left side of the vehicle and an impact is applied to the vehicle occupant, from the standard seating position of the left seat. This corresponds to the distance (displacement amount Ly) to the window on the left side of the vehicle. The value Pym [1] is set to −0.3 m, for example. The value Pym [2] represents a position where the vehicle occupant seated in the right seat touches the left window of the vehicle and the vehicle occupant is impacted, and the distance from the standard seating position of the right seat to the left window of the vehicle ( Corresponds to the displacement amount Ly). The value Pym [2] is set to −1.0 m, for example.

Subsequently, details of the front-rear estimation process executed by the control unit 10 based on the position table will be described with reference to FIG. The control unit 10 executes the front-rear estimation process shown in FIG. For example, the control unit 10 can execute the longitudinal estimation process when the internal combustion engine is started or when a vehicle occupant gets on. By this front-rear estimation process, the occurrence time of an event in which the vehicle occupant contacts the installation object in the front-rear direction in the passenger compartment and the vehicle occupant is impacted is estimated.

When the front-rear estimation process is started, the control unit 10 refers to the values Pxp, Pxm indicated by the position table, and calculates the occurrence positions Dxp, Dxm corresponding to the actual seating position of the vehicle occupant (S110).

Specifically, the value Pxp [k] indicated by the position table is corrected based on the deviation Sp obtained from the seating position sensor 37, and the occurrence position Dxp [k] of the event corresponding to the value Pxp [k] is calculated. (K = 1,..., K1). Similarly, the value Pxm [k] indicated by the position table is corrected based on the deviation Sp obtained from the seating position sensor 37, and the occurrence position Dxm [k] of the event corresponding to the value Pxm [k] is calculated ( k = 1,..., K2). The value K1 and the value K2 may be the same value or different values, and may take a natural number of 1 or more. According to the example of the position table shown in FIG. 2, K1 = 1 and K2 = 3.

The distance from the seating position to the maximum extension position of the neck increases by the deviation Sp when the seating position of the vehicle occupant is shifted forward from the standard seating position by the deviation Sp. Therefore, Dxp [1] = Pxp [1] + Sp is calculated as the event occurrence position Dxp [1] corresponding to the value Pxp [1]. The deviation Sp is a positive value.

On the other hand, as shown in FIG. 7, the distance from the seating position to the steering wheel decreases by the deviation Sp when the seating position of the vehicle occupant is shifted forward from the standard seating position by the deviation Sp. Therefore, Dxm [2] = Pxm [2] + Sp is calculated as the occurrence position Dxm [2] of the event that the vehicle occupant comes into contact with the steering wheel and an impact is applied to the vehicle occupant. Note that the value Pxm [2] is a negative value and the deviation Sp is a positive value. Similarly, Dxm [3] = Pxm [3] + Sp is calculated as the occurrence position Dxm [3] where the vehicle occupant contacts the front windshield and the vehicle occupant is impacted.

On the other hand, the distance from the sitting position to the maximum bending position of the neck hardly affects the deviation Sp. Accordingly, Dxm [1] = Pxm [1] is calculated as the event occurrence position Dxm [1] corresponding to the value Pxm [1].

When the processing in S110 is completed, the control unit 10 determines whether or not a front collision has occurred in which the vehicle 3 collides with a front object (S120). Specifically, the control unit 10 acquires the latest detected value of the acceleration Gx by the first acceleration sensor 31. When the detected value of the acceleration Gx is a negative value and less than a predetermined threshold Thxm, the acceleration Gx is considered to be caused by the sudden deceleration of the vehicle 3 due to the front collision, and the front collision Is determined (YES in S120). On the other hand, when the detected value of acceleration Gx is equal to or greater than threshold value Thxm, it is determined that no frontal collision has occurred (NO in S120).

If the control unit 10 determines that a front collision accident has occurred (YES in S120), the control unit 10 proceeds to S150, executes the front collision estimation process shown in FIG. On the other hand, if it is determined that no frontal accident has occurred (NO in S120), the process proceeds to S130.

In S130, the control unit 10 determines whether or not a rear-end collision in which the vehicle 3 collides with a rear object has occurred. Specifically, when the detected value of the latest acceleration Gx by the first acceleration sensor 31 is a positive value and larger than a predetermined threshold Thxp, the control unit 10 causes the acceleration Gx to suddenly accelerate the vehicle 3 due to a rear-end collision accident. It is determined that the rear-end collision occurred due to the cause (YES in S130). On the other hand, when the detected value of acceleration Gx is equal to or less than threshold value Thxp, it is determined that a rear-end collision has not occurred (NO in S130).

When the control unit 10 determines that a rear-end collision has occurred (YES in S130), the control unit 10 proceeds to S160 and executes the rear-end collision estimation process shown in FIG. On the other hand, if it is determined that a rear-end collision accident has not occurred (NO in S130), the process proceeds to S110, and the occurrence positions Dxm and Dxp of the event are recalculated based on the detected value of the current deviation Sp. Execute the process. Note that the control unit 10 can end the front-rear estimation process when the driving of the vehicle 3 ends even when the front-end collision and rear-end collision do not occur.

Next, details of the front collision estimation process (S150) will be described with reference to FIG. When the front collision estimation process is started, the control unit 10 initializes the displacement amount Lx of the vehicle occupant in the front-rear direction to zero, and initializes the time j to zero (S210). Thereafter, the process proceeds to S220, and 1 is added to the time j. The time j takes an integer value of zero or more.

When the control unit 10 finishes the process in S220, the control unit 10 obtains the detected value Gx (j) of the acceleration Gx at the current time j from the first acceleration sensor 31, and performs time integration for this detected value Gx (j) twice. By doing so, the displacement amount Lx (j) of the vehicle occupant at the current time j is calculated (S230). In this specification, the detected value of the acceleration Gx at the time j is particularly expressed by Gx (j), and the displacement amount Lx of the vehicle occupant at the time j is particularly expressed by Lx (j).

For example, when the current time j = N, the displacement Lx (j = N) is calculated according to the following equation (1). Δt is the time length (seconds) per increment of the value of time j when the unit of acceleration Gx is m / s2.

Thereafter, whether the control unit 10 has reached one of the event occurrence positions Dxm [k] (k = 1,..., K2) calculated in S110 based on the current displacement Lx (j). It is determined whether or not (S240). Specifically, the control unit 10 determines that the displacement amount Lx (j) is a value Dxm [k] (k = 1, corresponding to one of the event occurrence positions Dxm [k] (k = 1,..., K2). .., K2) can be affirmatively determined; otherwise, a negative determination can be made. As another example, the control unit 10 makes a positive determination that the displacement Lx (j) changes from the previous value so as to cross any of the values Dxm [k] (k = 1,..., K2). In the case, a negative determination can be made.

If an affirmative determination is made (YES in S240), the control unit 10 estimates that the current time j is the occurrence time of an event in which an impact is applied to the vehicle occupant due to contact with an installation in the vehicle compartment, and is predetermined. The execution of processing is instructed (S250). The execution instruction destination is, for example, a task that executes a predetermined process with the occurrence of this event as a trigger. Thereafter, the control unit 10 proceeds to S260. On the other hand, if the control unit 10 makes a negative determination in S240, it skips S250 and proceeds to S260.

When the process proceeds to S260, the control unit 10 determines, based on the displacement Lx (j), the event occurrence position Dxm [K2] where the vehicle occupant is located farthest forward from the seating position (according to the example shown in FIG. 2). It is determined whether or not Dxm [3]) has been reached (S260). The determination here can be made in the same manner as the determination in S240.

When the vehicle occupant determines that the event occurrence position Dxm [K2] has not been reached (NO in S260), the process proceeds to S220. On the other hand, if it is determined that it has been reached (YES in S260), the process proceeds to S270.

In this way, the control unit 10 determines the value Dxm corresponding to the event occurrence position Dxm [K2] for the installation farthest from the seating position of the vehicle occupant from the time when the collision (front collision) of the vehicle 3 is detected. Until the displacement amount Lx reaches [K2], the displacement amount Lx is updated based on the detected value of the acceleration Gx by the first acceleration sensor 31. Each time the displacement amount Lx changes to a value Dxm [k] (k = 1,..., K2) corresponding to the occurrence position Dxm [k] of each event, the time j at this time is changed to the occurrence time of the event. (S250).

Thereafter, the control unit 10 waits until the front collision accident occurs again (YES in S270) or the vehicle 3 stops (YES in S280) by repeatedly executing the processes of S270 and S280. The determination as to whether or not a front collision has occurred again in S270 can be made in the same manner as in S120. The determination of whether or not the vehicle 3 has stopped in S280 can be realized by acquiring the detected value of the traveling speed V by the vehicle speed sensor 35. The control unit 10 determines that the vehicle 3 has stopped when the detected value of the traveling speed V is zero continuously for a predetermined time (YES in S280). In other cases, it can be determined that the vehicle 3 is not stopped (NO in S280).

If the control unit 10 determines that a front collision accident has occurred again (YES in S270), it executes the processes after S210 again, and if it is determined that the vehicle 3 has stopped (YES in S280), it ends the front collision estimation process. At the same time, the front-rear estimation process (see FIG. 6) is terminated.

Subsequently, details of the rear-end collision estimation process (S160) will be described with reference to FIG. When the rear-end collision estimation process is started, the control unit 10 initializes the displacement amount Lx of the vehicle occupant in the front-rear direction to zero, and initializes the time j to zero (S310). Thereafter, the process proceeds to S320, and 1 is added to the time j.

When the process in S320 is completed, the control unit 10 performs time integration for the detected value Gx (j) of the acceleration Gx acquired from the first acceleration sensor 31 twice, so that the vehicle occupant is similar to the process in S230. Displacement amount Lx (j) is calculated (S330). Further, by determining whether or not the detected value Gx (j) is less than the threshold value Thxm, it is determined whether or not a front-end accident has occurred using the same determination method as in S120 (S335). After the rear-end collision, the front-end collision often occurs in a chain as the vehicle 3 moves forward. In S335, if such a frontal accident occurs, an affirmative determination is made.

If it is determined in S335 that a front-end collision has occurred (YES in S335), the control unit 10 proceeds to S390, instructs the execution of the predetermined process in the same manner as S250, and then proceeds to S440. On the other hand, if it is determined that no frontal accident has occurred (NO in S335), the process proceeds to S340.

After shifting to S340, the control unit 10 determines whether or not the vehicle occupant has reached one of the event occurrence positions Dxp [k] (k = 1,..., K1) calculated in S110, as in S240. The determination is made by the method (S340). According to the example shown in FIG. 2, K1 = 1. In this case, in S340, an affirmative determination can be made that the displacement Lx (j) matches the value Dxp [1] corresponding to the event occurrence position Dxp [1], and a negative determination can be made otherwise. As another example, the control unit 10 can make an affirmative determination that the displacement Lx (j) changes from the previous value so as to straddle the value Dxp [1], and can make a negative determination otherwise.

If an affirmative determination is made (YES in S340), the control unit 10 estimates that the current time j is the occurrence time of an event corresponding to the value Dxp [k], and instructs the execution of a predetermined process as in S250 ( S350). Thereafter, the process proceeds to S360. On the other hand, if the control unit 10 makes a negative determination in S340, it skips S350 and proceeds to S360.

When the process proceeds to S360, the control unit 10 determines, based on the displacement Lx (j), the event occurrence position Dxp [K1] where the vehicle occupant is located farthest rearward from the seating position (according to the example shown in FIG. 2). It is determined whether or not Dxp [1]) has been reached. When the vehicle occupant determines that the event occurrence position Dxp [K1] has not been reached (NO in S360), the process proceeds to S320. On the other hand, if it is determined that it has been reached (YES in S360), the process proceeds to S370.

When the process proceeds to S370, the control unit 10 waits until a frontal collision occurs (YES in S370) or until the vehicle 3 stops (YES in S380). The determination as to whether or not a front collision accident has occurred in S370 can be made in the same manner as in S120 and S335. The determination of whether or not the vehicle 3 has stopped in S380 can be made in the same manner as in S280.

If the control unit 10 determines that a front-end collision has occurred (YES in S370), the process proceeds to S420. If the control unit 10 determines that the vehicle 3 has stopped (YES in S380), the rear-end collision estimation process ends and the front-rear estimation is performed. The process (see FIG. 6) ends.

After shifting to S420, the control unit 10 adds 1 to the time j, and performs time integration twice with respect to the detected value Gx (j) of the acceleration Gx acquired from the first acceleration sensor 31, thereby performing the same processing as in S230. Next, the displacement amount Lx (j) of the vehicle occupant is calculated (S430). By calculating the displacement amount Lx (j) without the displacement amount Lx and time j being initialized to zero after the front collision accident, the displacement amount Lx (j) is calculated as follows: Calculated.

Thereafter, the control unit 10 performs the same processing as S240 to S260 in S440 to S460 using the displacement Lx (j) calculated in S430. If it is determined that the vehicle occupant has not reached the event occurrence position Dxm [K2] farthest forward from the seating position (NO in S460), the process proceeds to S420, and the same processing as S220 to S260 is performed. , S420 to S460.

When it is determined that the vehicle occupant has reached the event occurrence position Dxm [K2] (YES in S460), the process proceeds to S470. Thereafter, similarly to S270 and S280, the control unit 10 repeatedly executes S470 and S480, so that a front collision accident occurs again (YES in S470) or until the vehicle 3 stops (YES in S480). To do.

When the control unit 10 determines that a front collision has occurred again (YES in S470), the process proceeds to S410, the displacement amount Lx is initialized to zero, the time j is initialized to zero, and the processing after S420 is performed. Run again. On the other hand, if it is determined that the vehicle 3 has stopped (YES in S480), the rear-end collision estimation process is terminated, and the front-rear estimation process (see FIG. 6) is also terminated.

In addition, after the rear-end collision, when the first front-end collision occurs, the displacement amount Lx is not initialized to zero because the vehicle occupant may be displaced forward from a state where the rear-end collision caused the rear-end collision. is there. On the other hand, when the front collision accident occurs again, the displacement amount Lx is initialized to zero in the first front collision accident, in which the vehicle occupant in the state where the vehicle occupant has moved completely forward in the vehicle interior is displaced. This is because they are not monitored. In other words, this is because the displacement monitoring target is limited to the vehicle occupant who has returned to the original seating position before the previous frontal accident, for example, due to wearing a seat belt.

Subsequently, the contents of the left-right estimation process executed in parallel with the front-rear estimation process by the control unit 10 will be described with reference to FIG. The control unit 10 executes the left-right estimation process shown in FIG. 10 in addition to the front-rear estimation process when the driving of the vehicle 3 starts.

When the left-right estimation process is started, the control unit 10 refers to the position table in S510, and calculates the event occurrence position Dyp [k] corresponding to the value Pyp [k] indicated by the position table (k = 1,...). , K3). Similarly, the event occurrence position Dym [k] corresponding to the value Pym [k] indicated by the position table is calculated (k = 1,..., K4).

Specifically, the event occurrence position Dyp [k] (k = 1,..., K3) corresponding to the value Pyp [k] is set to the same value as the value Pyp [k] (Dyp [k] = Pyp [k]). Similarly, the event occurrence position Dym [k] (k = 1,..., K4) corresponding to the value Pym [k] is set to the same value as the value Pym [k] (Dym [k] = Pym [ k]). The value K3 and the value K4 may be the same value or different values, and may take a natural number of 1 or more. According to the example of the position table shown in FIG. 2, K3 = K4 = 2.

When the processing in S510 is completed, the control unit 10 determines whether or not a left side collision has occurred in which the vehicle 3 collides with an object from the left side (S520). The control unit 10 determines that a left-side collision has occurred when the latest detected value of the acceleration Gy by the second acceleration sensor 33 is a negative value and less than a predetermined threshold value Thym (YES in S520). On the other hand, when the detected value of the acceleration Gy is equal to or greater than the threshold value Thym, it is determined that no left side crash has occurred (NO in S520).

When the control unit 10 determines that a left-side crash has occurred (YES in S520), the process proceeds to S550, and after performing the left-side collision estimation process shown in FIG. 11, the process proceeds to S570. On the other hand, if it is determined that a left-side crash has not occurred (NO in S520), the process proceeds to S530.

In S530, the control unit 10 determines whether or not a right side collision has occurred in which the vehicle 3 collides with an object from the right side. Specifically, the control unit 10 determines that a right side crash has occurred when the latest detected value of the acceleration Gy by the second acceleration sensor 33 is a positive value and is greater than a predetermined threshold value Thyp (YES in S530). ). On the other hand, when the detected value of the acceleration Gy is equal to or less than the threshold value Thyp, it is determined that no right side crash has occurred (NO in S530).

When the control unit 10 determines that a right side crash has occurred (YES in S530), the process proceeds to S560, executes the right side collision estimation process, and then proceeds to S570. On the other hand, if it is determined that a right side crash has not occurred (NO in S530), the process proceeds to S520.

Here, details of the left side collision estimation process (S550) will be described with reference to FIG. When the left collision estimation process is started, the control unit 10 initializes the displacement amount Ly of the vehicle occupant in the left-right direction to zero, and initializes the time j to zero (S610). The time j used here is independent of the time j used in the front-rear estimation process. Thereafter, the process proceeds to S620, and 1 is added to the time j.

When the processing in S620 is completed, the control unit 10 acquires the detected value Gy (j) of the acceleration Gy at the current time j from the second acceleration sensor 33, and performs time integration for this detected value Gy (j) twice. By doing so, the displacement amount Ly (j) of the vehicle occupant at the current time j is calculated (S630). In this specification, the detected value of the acceleration Gy at the time j is particularly represented by Gy (j), and the displacement amount Ly of the vehicle occupant at the time j is particularly represented by Ly (j).

For example, when the current time j = N, the displacement amount Ly (j = N) is calculated according to the following equation (2). Similar to equation (1), Δt is the time length (seconds) per value (increment) 1 of time j when the unit of acceleration Gy is m / s2.

Thereafter, the control unit 10 determines whether the vehicle occupant has reached one of the event occurrence positions Dym [k] (k = 1,..., K4) calculated in S510 based on the current displacement amount Ly (j). It is determined whether or not (S640). The control unit 10 determines that the displacement amount Ly (j) is a value Dym [k] (k = 1,..., K4) corresponding to one of the event occurrence positions Dym [k] (k = 1,..., K4). Affirmative determination can be made if they match, otherwise negative determination can be made. As another example, the control unit 10 makes an affirmative determination that the displacement amount Ly (j) changes from the previous value so as to cross any of the values Dym [k] (k = 1,..., K4). In the case, a negative determination can be made.

If an affirmative determination is made (YES in S640), the control unit 10 estimates that the current time j is the occurrence time of the event, and instructs execution of a predetermined process in the same manner as S250 (S650). Thereafter, the process proceeds to S660. On the other hand, if the control unit 10 makes a negative determination in S640, it skips S650 and proceeds to S660.

When the process proceeds to S660, the control unit 10 determines, based on the displacement amount Ly (j), the event occurrence position Dym [K4] in which the vehicle occupant is farthest leftward from the seating position (according to the example shown in FIG. 2). For example, it is determined whether or not Dym [2]) has been reached.

When the vehicle occupant determines that the event occurrence position Dym [K4] has not been reached (NO in S660), the process proceeds to S620. On the other hand, if it is determined that it has been reached (YES in S660), the left side collision estimation process is terminated.

In this way, the control unit 10 detects the acceleration Gy detected by the second acceleration sensor 33 until the displacement amount Ly reaches the value Dym [K4] from the time when the collision (left side collision) of the vehicle 3 is detected. Based on the above, the displacement amount Ly is updated. Each time the displacement amount Ly changes to a value Dym [k] (k = 1,..., K4) corresponding to the occurrence position Dym [k] of each event, the time j at this time is changed to the occurrence time of the event. (S650).

In other words, in the right side collision estimation process executed by the control unit 10 in S560, the same process as the left side collision estimation process shown in FIG. 11 is executed. However, S640 in the right side collision estimation process is based on the current displacement amount Ly (j), and whether or not the vehicle occupant has reached any of the event occurrence positions Dyp [k] (k = 1,..., K3). Corresponds to the step of determining. Further, S660 in the right-side collision estimation process is based on the displacement amount Ly (j), and the event occurrence position Dyp [K3] where the vehicle occupant is located farthest in the right direction from the seating position (according to the example shown in FIG. 2). Corresponds to the step of determining whether or not Dyp [2]) has been reached.

When the control unit 10 finishes the left / right collision estimation processing (S550, S560) of such contents and proceeds to S570, it determines whether or not the vehicle 3 has stopped using the same determination method as in S280. . When it is determined that the vehicle 3 has stopped (YES in S570), the left / right estimation process is terminated. On the other hand, if it is determined that the vehicle 3 has not stopped (NO in S570), it is determined whether another side crash (either a left side crash or a right side crash) has occurred (S580), S520, S530, Judging by the same method.

Then, if it is determined that the side impact accident has not occurred again (NO in S580), the process proceeds to S570, and if it is determined that the side impact accident has occurred again (YES in S580), it corresponds to the side impact accident that has occurred. After executing the left / right collision estimation processing (S590), the process proceeds to S570.

In addition, the control unit 10 repeatedly executes the recording control process shown in FIG. 12 in parallel with the left / right estimation process and the front / rear estimation process. As a result, every time a processing execution instruction is issued in S250, S350, S390, S450, and S650 (YES in S710), the image data representing the captured image of the vehicle interior at the current time by the camera 45 and the associated data relating to the current state are associated with each other. And stored in the storage unit 20 (S720).

In step S720, the control unit 10 controls the camera 45 to cause the camera 45 to execute a still image shooting operation only once, thereby storing image data representing a captured image at the current time generated by the camera 45. It is made to memorize in.

As another example, the control unit 10 is configured to selectively store, in the storage unit 20, image data representing a photographed image at the current time among image data automatically generated by a camera 45 that continuously photographs a vehicle interior. The The control unit 10 may be configured to store, in the storage unit 20, several pieces of continuously captured image data instead of one piece of image data as the current time image data.

The attached data generated by the control unit 10 in S720 includes, for example, the identification information of the vehicle 3, the information indicating the position of the vehicle 3, the information indicating the collision date and time of the vehicle 3, and the photographing time based on the time of the collision of the vehicle 3 ( At least one of information indicating elapsed time), information indicating the maximum acceleration when the vehicle 3 collides, information indicating the accelerations Gx and Gy of the vehicle 3 when the camera 45 captures an image, and output information of the biological signal sensor 39. The data may include

The identification information of the vehicle 3 can be stored in the storage unit 20 in advance. This identification information includes information indicating the registration number and vehicle type of the vehicle 3. In addition, the attached data can include information on the position coordinates of the vehicle 3 at the time of the vehicle collision obtained from the GPS receiver 41 as information indicating the position of the vehicle 3. Furthermore, the attached data can include information on the current date and time indicated by an internal clock (not shown) of the control unit 10 as information indicating the date and time of collision of the vehicle 3.

In addition, the attached data includes information on elapsed time based on the first collision time in a series of consecutive collision accidents as information representing the shooting time (elapsed time) based on the time of the collision of the vehicle 3. Can be made. The elapsed time information can be stored in the attached data in association with the collision date (day, hour, minute, and second) information corresponding to the origin of the elapsed time.

In addition, with respect to the acceleration Gx and Gy information stored in the attached data, the detected values of the accelerations Gx and Gy at each time within a predetermined period are stored in the RAM 15 as history information, and the history information is referred to. Can be generated.

Also, the attached data can include the output information of the biological signal sensor 39 at the time of image capturing (information indicating the presence / absence of breathing of the vehicle occupant and the pulse rate) as the output information of the biological signal sensor 39.

FIG. 13 is a graph showing an example of the time at which image data and attached data are stored by executing such a recording control process. The horizontal axis of the graph represents time, and the vertical axis represents the displacement Lx and the acceleration Gx. The trajectory of acceleration Gx (broken line) shown in FIG. 13 represents an example of the trajectory of acceleration Gx when a front collision accident occurs after the occurrence of a rear collision accident. A thick solid line represents an example of a locus of the displacement Lx. The time Txp [1] shown in the graph is the time when the displacement Lx matches the value Dxp [1]. Time Txm [k] (k = 1, 2, 3) is a time at which the displacement Lx matches the value Dxm [k]. The image data and the attached data are stored in the storage unit 20 at each of the times Txp [1] and Txm [k] (k = 1, 2, 3).

According to the present embodiment, the image data is stored in the storage unit 20 in this way, so that the image data useful for rescue, lifesaving, and treatment of the vehicle occupant is efficiently saved with a reduced data amount. The image data stored in the storage unit 20 is transmitted to the center apparatus 100 and the related organization 200 by radio. That is, the control unit 10 transmits the image data to the center apparatus 100 and the related engine 200 via the communication unit 43 by repeatedly executing the transmission control process shown in FIG. 14 in parallel with the recording control process.

When the transmission control process is started, the control unit 10 waits until new image data is stored in the storage unit 20 (S810). Then, when new image data is stored (YES in S810), communication data (output data) in which the image data and the attached data associated with the image data are collected is generated (S820). The communication data is transmitted to the center apparatus 100 and the related organization 200 as a predetermined transmission destination via the communication unit 43 (S830). The control unit 10 executes such transmission processing of communication data every time a collision accident occurs and image data is stored.

According to this in-vehicle system 1, it is possible to efficiently provide image data useful for rescue, lifesaving and treatment of a vehicle occupant to the center apparatus 100 and the related organization 200 with a small amount of data. Therefore, even when the communication environment is bad, the image data and the attached data can be quickly provided to the center apparatus 100 and the related organization 200. In other words, it is possible to suppress as much as possible that the opportunity to use the image data for rescue, lifesaving, and treatment of the vehicle occupant is lost due to the poor communication environment.

When the related organization 200 receives the communication data from the in-vehicle system 1, the related organization 200 displays image data and attached data included in the communication data. The progress of the accident grasped by the person in charge of the related organization 200 by this display is transmitted to the person who performs rescue, lifesaving and treatment, and is used for the rescue, lifesaving and treatment of the vehicle occupant.

On the other hand, the center device 100 receives the communication data from each of a plurality of vehicles on which the in-vehicle system 1 is mounted, and analyzes the data to thereby obtain values Pxp, Pxm, Pyp, Pym represented by the position table for each vehicle type. Calculate the appropriate value. In the process of calculating the appropriate value, human judgment can be included. Based on this calculation result, the center device 100 generates update data for updating the position table values Pxp, Pxm, Pyp, Pym for each vehicle type, and transmits this to the vehicle 3 of the corresponding vehicle type. .

The control unit 10 repeatedly executes the update control process (see FIG. 15) in order to receive this update data. In the update control process, the control unit 10 stands by until the update data transmitted from the center device 100 is received via the communication unit 43 (S910). When the update data is received (YES in S910), the position table stored in the storage unit 20 is updated based on the update data (S920). That is, the values Pxp, Pxm, Pyp, Pym represented by the position table are corrected to appropriate values indicated by the update data.

In addition, the control unit 10 repeatedly executes the display control process shown in FIG. 16 so that the person who rescues the vehicle occupant can check the image at the time of the collision. In this display control process, the control unit 10 waits until a predetermined display condition is satisfied (S1010). When the display condition is satisfied (YES in S1010), the display 49 is controlled to display an image based on the image data stored in the storage unit 20 on the display 49 (S1020). Here, by performing a process of outputting a notification sound to the surroundings through the speaker 47, it is possible to notify the surroundings that the image is displayed. When there are a plurality of image data, the control unit 10 can display images based on these image data on the display 49 simultaneously or sequentially.

In addition, in S1010, if an operation for instructing image display is performed by a rescuer or the like via the operation unit in the vehicle interior, it can be determined that the display condition is satisfied. As another example, in S1010, when the image data is stored in the storage unit 20, it can be immediately determined that the display condition is satisfied.

It is expected that the vehicle occupant will be treated appropriately for lifesaving and treatment by displaying the situation at the time of the accident through the display 49 in the passenger compartment.

Although the configuration of the in-vehicle system 1 according to the present embodiment has been described above, according to the in-vehicle system 1, the detected values of the accelerations Gx and Gy by the first acceleration sensor 31 and the second acceleration sensor 33 are used. The displacement amounts Lx and Ly of the vehicle occupant in the passenger compartment due to the collision are measured. Based on the displacements Lx and L, the time of occurrence of an event in which the vehicle occupant comes into contact with an installation in the vehicle compartment and an impact is applied to the vehicle occupant is estimated. The contact referred to here includes a state in which the vehicle occupant is restrained from moving by being restrained by an installation such as a seat belt or a backrest.

The acceleration sensor is usually mounted on the vehicle 3 for purposes other than estimating the occurrence time of this event. Therefore, according to the present embodiment, it is not necessary to provide a special sensor for the estimation, and the highly convenient in-vehicle system 1 capable of efficiently storing image data by estimating the occurrence time of the event is provided. Can be built.

Further, according to the present embodiment, the occurrence time of the event is estimated based on the position table. At this time, the deviation Sp from the standard seating position of the seating position of the vehicle occupant detected by the seating position sensor 37 is determined. In consideration of the above, the above estimation is performed. Therefore, according to the present embodiment, it is possible to appropriately record a captured image at the time of occurrence of the above event. As a result of being able to record the captured image at an appropriate timing, it is not necessary to store a large amount of image data redundantly, and it is not necessary to transmit a large amount of these image data to the center apparatus 100 or the related organization 200. That's it.

Therefore, according to the present embodiment, image data useful for rescue, lifesaving, and treatment can be efficiently stored and transmitted (output) to an external device efficiently. In many cases, prompt rescue, lifesaving, and treatment are required at the time of an accident, and it is not preferable that data transmission (output) takes time. In this regard, according to the present embodiment, data transmission can be performed quickly even in a poor communication environment, which is very useful for rescue and lifesaving. In addition, a person who confirms image data can easily confirm image data useful for rescue, lifesaving, and treatment, and can easily and quickly grasp the situation.

In addition, according to the present embodiment, a captured image at a corresponding time is recorded in accordance with the timing at which the vehicle occupant is displaced at each of the occurrence positions of the above-described events. In addition, the captured image can be recorded at an appropriate timing in accordance with the front / rear / right / left collision. Therefore, based on the image data recorded and provided by the in-vehicle system 1, a rescuer, a doctor, or the like can grasp in detail the mode of impact on the vehicle occupant. According to the present embodiment, since the estimation process is executed until the vehicle 3 stops, it is possible to record image data corresponding to a collision accident that occurs in a chain manner.

Furthermore, according to the in-vehicle system 1 of the present embodiment, the image data stored in the storage unit 20 can be quickly provided to the related organizations 200 related to the above-described rescue, lifesaving, and treatment through wireless communication (wide area communication). It can contribute to quick rescue, lifesaving and treatment. In particular, according to the in-vehicle system 1 of the present embodiment, the auxiliary data for grasping the situation of the accident in detail is also provided to the related organization 200 together with the image data, which is very useful for rescue, lifesaving and treatment.

In addition, according to the present embodiment, since the function of updating the position table is provided, the image taken by the camera 45 can be recorded at a more appropriate timing.

[Modification]
Then, the vehicle-mounted system 1 of a modification is demonstrated. The in-vehicle system 1 of the present modification uses the estimation result related to the occurrence time of the event for controlling the airbag 61. The basic configuration of the in-vehicle system 1 of the present modification is the same as that in the above embodiment. Therefore, below, the structure of the vehicle-mounted system 1 peculiar to this modification is selectively demonstrated.

According to this modification, the control unit 10 of the in-vehicle system 1 is connected to the airbag system 60 and configured to be able to control the airbag system 60 as shown in FIG. The airbag system 60 includes airbags 61 on the inside of the steering wheel, dashboard, seat (backrest and headrest), and right and left doors, and each of these airbags 61 can be activated individually in accordance with instructions from the control unit 10. Configured. The activation of the airbag 61 as used herein refers to an operation of sending gas into the airbag 61 and inflating the airbag 61.

In the position table stored in the storage unit 20, before the vehicle occupant comes into contact with the installation in the vehicle interior and an impact is applied to the vehicle occupant, the values Pxp, Pxm, Pyp, and Pym are described. In the above-described embodiment, values Pxp, Pxm, Pyp, and Pym for recording the captured image at the moment when the vehicle occupant collides with the installation object are stored in the position table. Immediately before the collision, values Pxp, Pxm, Pyp, Pym for starting the airbag 61 are described.

By referring to these values Pxp, Pxm, Pyp, and Pym, the control unit 10 determines that the current time j is informed to the vehicle occupant in S250, S350, S450, and S650 due to the contact with the installation in the vehicle interior. FIG. 18 shows a process execution instruction for instructing to activate the airbag 61 installed at the position where the corresponding event occurs, presuming that it is immediately before the occurrence time of the event to which the impact is applied (time before the predetermined time). Issued for the airbag control process shown.

Meanwhile, the control unit 10 repeatedly executes the airbag control process shown in FIG. 18 in parallel with the front-rear estimation process and the left-right estimation process. In the airbag control process, the system waits until the process execution instruction is issued (S1110). When the process execution instruction is issued (YES in S1110), the airbag system 60 is activated so as to activate the airbag 61 according to the instruction. Is controlled (S1120).

In this way, in the present modification, the air bag provided before and after the vehicle occupant in the vehicle 3 based on the estimation result (processing execution instruction) of the occurrence time of the above-described event with respect to the object installed in the front and rear direction of the vehicle occupant The activation of the airbag 61 provided on the left and right of the vehicle occupant in the vehicle 3 is controlled based on the estimation result (processing execution instruction) of the occurrence time of the above-described event for the object installed in the left and right direction of the vehicle occupant. To control.

The airbag 61 performs a function of reducing damage to the vehicle occupant, but it is necessary to activate the airbag 61 at an appropriate timing in order to fully exert the function of the airbag 61. That is, the period during which the airbag 61 can effectively protect the vehicle occupant is limited to a short time after the airbag 61 is deployed.

Therefore, if the airbag is activated at the timing obtained from the threshold value of the acceleration sensor as in the prior art, the activation timing may be too early to effectively protect the vehicle occupant. On the other hand, when the airbag 61 is activated as in the present modification, each airbag 61 is activated at an appropriate timing based on the displacement of the vehicle occupant and the positional relationship between the vehicle occupant and the installation in the vehicle interior. be able to. Therefore, for example, at the time of a frontal collision, the vehicle occupant can be appropriately protected both when the vehicle occupant is bent maximum and when it collides with the handle.

Note that also in the modified example, the image data representing the image captured by the camera 45 can be stored in the storage unit 20 by the same method as in the above embodiment. When controlling both the recording timing of the captured image and the activation timing of the airbag 61, the in-vehicle system 1 may be configured as follows, for example.

That is, based on the values Pxp, Pxm, Pyp, and Pym indicated by the position table, values Dxp, Dxm, Dyp, and Dym for controlling the recording timing of the captured image are set, and the start timing of the airbag 61 is controlled. The values Dxp, Dxm, Dyp, and Dym for this are set. When the displacement amounts Lx, Ly reach the values Dxp, Dxm, Dyp, Dym for recording timing control of the captured image, a processing execution instruction is issued to the recording control processing, and the displacement amounts Lx, Ly are When the values Dxp, Dxm, Dyp, and Dym corresponding to the activation timing of the airbag 61 are reached, a process execution instruction is issued to the airbag control process.

By adopting such a configuration, the start-up control of the airbag 61 and the image data recording control can be appropriately performed. The activation timing of the airbag 61 takes into account the deployment time (τ) of the airbag 61 and the output value (G) of the acceleration sensor, and the recording timing of the captured image (the occurrence time of an event that causes an impact on the vehicle occupant). ), The value Dxp, Dxm, Dyp, Dym corresponding to the value C can be advanced by correcting the value C according to the following equation.

C = V · τ + G · τ2 / 2
Here, G and V are acceleration and velocity with respect to the collision direction (front-rear direction or left-right direction).

As mentioned above, although embodiment of this indication including a modification was described, this indication is not limited to the above-mentioned embodiment, but can take various modes.

[Correspondence]
Finally, the correspondence between terms will be described. The storage unit 20 corresponds to an example of a storage device, and the communication unit 43 corresponds to an example of a transmission device and a reception device. The displacement amount Lx and Ly calculation processing (S230, S330, S430, and S630) executed by the control unit 10 corresponds to an example of processing realized by the measurement unit. Further, S110, S510, S240 to S260, S340 to S360, S440 to S460, and S640 to S660 executed by the control unit 10 correspond to an example of processing realized by the estimation unit.

In addition, the update control process executed by the control unit 10 corresponds to an example of a process realized by the update unit, and S280, S380, S480, and S570 executed by the control unit 10 are processes realized by the determination unit. Corresponds to an example. The recording control process and the transmission control process executed by the control unit 10 correspond to an example of the process realized by the output control unit, and the display control process executed by the control unit 10 is realized by the display control unit. The airbag control process executed by the control unit 10 corresponds to an example of a process realized by the airbag control unit.

Claims (15)

1. An electronic device (1) mounted on a vehicle (3),
   Measurement units (10, S230, S330,) that measure the displacement amount of the vehicle occupant in the passenger compartment due to the collision of the vehicle based on the detected acceleration value by the acceleration sensor (31, 33) that detects the acceleration of the vehicle. S430, S630),
   Based on the amount of displacement measured by the measurement unit, an estimation unit (10, S110, S510, which estimates an occurrence time of an event in which the vehicle occupant comes into contact with an installation in the vehicle interior and an impact is applied to the vehicle occupant. S240 to S260, S340 to S360, S440 to S460, S640 to S660).
2. The electronic device according to claim 1, wherein the estimation unit estimates the occurrence time of the event based on position information indicating the occurrence position of the event in the vehicle compartment stored in the storage device (20).
3. The position information represents the occurrence position of the event as a relative position from a standard seating position of the vehicle occupant,
   Based on the displacement, the deviation of the sitting position of the vehicle occupant detected by the sitting position sensor (37) included in the vehicle from the standard sitting position, and the position information, the event The electronic device according to claim 2, wherein the occurrence time is estimated.
4. The estimator uses a change in the amount of displacement to a value corresponding to the distance from the seating position of the vehicle occupant to the event occurrence position as a trigger, and sets a specific time based on this change time as a reference. The electronic device according to claim 2, wherein the electronic device is estimated at an occurrence time of the event.
5. The position information represents an occurrence position of the event for each of a plurality of installation objects in the vehicle interior,
   The estimation unit is configured such that the seating position of the vehicle occupant until the displacement amount reaches a value corresponding to the distance from the vehicle collision time to the occurrence position of the event farthest from the seating position of the vehicle occupant. Each time the amount of displacement changes to a value corresponding to the distance from the event to each occurrence position of the event, a specific time based on this change time is estimated as the occurrence time of the event. 4. The electronic device according to 4.
6. An update unit (10) that receives a radio signal indicating the occurrence position of the event from the external device (100) via the receiving device (43), and updates the position information stored in the storage device based on the radio signal. 6. The electronic device according to claim 2, further comprising: S910, S920).
7. A determination unit (10, S280, S380, S480, S570) for determining whether or not the vehicle has stopped;
   7. The estimation unit according to claim 1, wherein the estimation unit ends the estimation operation for the occurrence time of the event on condition that the determination unit determines that the vehicle has stopped. Electronic equipment.
8. Of the image data generated by the camera (45) that captures the interior of the vehicle, image data representing a captured image at the occurrence time of the event estimated by the estimation unit is selectively selected from the external device (100, 200). The electronic device according to any one of claims 1 to 7, further comprising an output control unit (10, S710, S720, S810 to S830) for outputting to the storage device (20).
9. A photographed image of the event occurrence time generated by the camera by operating the camera (45) for photographing the vehicle interior at a timing corresponding to the event occurrence time estimated by the estimation unit. An output control unit (10, S710, S720, S810 to S830) for selectively outputting image data representing the information to the external device (100, 200) or storing it in the storage device (20) is further provided. Item 8. The electronic device according to any one of Items 7.
10. The output control unit is configured to generate output data with attached data to the image data to be output, and to output the output data to the external device,
    The attached data includes identification information of the vehicle, information representing the position of the vehicle, information representing the date and time of the collision of the vehicle, information representing a photographing time based on the time of the collision of the vehicle, and the maximum at the time of the collision of the vehicle Data including at least one of information representing acceleration, information representing acceleration of the vehicle at the time of photographing, and output information of a sensor (39) for detecting a biological signal of the vehicle occupant mounted on the vehicle. Item 10. The electronic device according to Item 8 or Item 9.
11. The output control unit outputs the output data to the external device by transmitting the output data to the external device using a transmission device (43) in the form of a radio signal. The electronic device described.
12. The display control part (10, S1010, S1020) which further displays the image based on the image data memorized by the operation of the output control part on the display (49) with which the vehicle is provided. The electronic device according to claim 9.
13. The acceleration sensor detects acceleration in the front-rear direction and the left-right direction of the vehicle,
    The measurement unit measures the front-rear direction and the left-right direction displacement amount of the vehicle occupant as the displacement amount based on the detected values of the acceleration in the front-rear direction and the left-right direction,
    The estimation unit estimates an occurrence time of the event with respect to each of the objects installed in the front-rear direction and the left-right direction of the vehicle occupant as the installation object. The electronic device as described in any one.
14. The airbag control unit (10, S1110, S1120) for controlling activation of the airbag (61) based on the estimation result of the occurrence time of the event by the estimation unit. The electronic device according to one item.
15. An estimation result of the occurrence time of the event by the estimation unit, which is provided before and after the vehicle occupant in the vehicle based on the estimation result of the occurrence time of the event for the object installed in the front-rear direction. The airbags (61) that are provided on the left and right sides of the vehicle occupant in the vehicle are controlled based on the estimation result of the occurrence time of the event for the object installed in the left-right direction. The electronic device according to claim 13, further comprising an airbag control unit (10, S 1110, S 1120) that controls the activation of.

Images